Ventilation control mechanism



Feb. 26, 1952 H. D. BREEN VENTILATION CONTROL MECHANISM Filed July 13, 1948 2 SHEETS-, SHEET 1 Feb. 26, 1952 H. D. BREEN 2,587,028

VENTILATION CONTROL MEOHANTSN Filed July 15, 1948 z SHEETS-SHEET 2 Patented Feb. 26, 1952 UNITED lSTATES PATENT OFFICE 2,587,028 VENTILA'rION cCONTROL MECHANISM Henry D. Bren, Chicago, Ill., assignor to Union Asbestos Rubber Company, Chicago, Ill., a corporation of Illinois Application july 13, 194s, serial No. 38,365

7 Claims.

My' invention relates to va ventilating control mechanism and `in particular to "a Ventilating oont`ro1 mechanism suitable for use in refrigerated railroad cars in which the Ventilating apparatus is driven `from a take-olf wheel in drivingeng'agement with a car-supporting wheel.

In freight cars of the refrigerated type, the car body denfes a freight-carrying chamber `and a coolant chamber. The latter chamber is filled with ice or 'other coolant, 'and air circulation thereover and through the freightcarryin'g chamber vcauses the freight to partake of the temperature of the coolant, thus preventing 'spcilage A wheel-driven -fan is positioned between the chambers to force air fcirculation therebetween when the 'car is moving. In'addition, auxiliary air passages and dampers are provided to'dene independent 'paths for air flow between the chambers to permit air circulation by natural convection and to facilitate air flow through the hatchways to the cargo. yThese dampers must be closed dur'- ing fan operation to achieve effective 'fan action.

'Circumstances may dictate the-operation of the refrigerated car in any one of several conditions. If the Ycar is travelling, the take-off Wheel may be engaged with the car supporting wheels to cause fan operation, in which 'case the dampers should be closed for most effective fan operation. However, if it is not desired to operate the fan, the dampers should be opened and the take-off wheel retracted to a spaced position Yrelative to the car supporting wheels. On the other hand if the vcar is stationary, it may be desirable to operate the fan from an auxiliary precooling driver mechanism, in which case the take-olf wheel should be spaced from the car supporting wheels and positioned to receive the pre-cooling drive ymechanism and the dampers should be closed. However, if `it isv not desired to operate the fan with the car stationary, dampers should be openV toA spending to fan operation under auxiliary drive with the dampers closed, and the thi-rd position corresponding to the dampers open but no fan operation for natural ventilation. The control arm is placed in a position readily accessible from the ground where it may readily be operated in accord with conditions.

It is, therefore, a general object of the present.

invention to provide an improved mechanism for blocking off or closing theV auxiliary air. passages about the fan of a refrigerated railroad ca-r durvanges at their inner sides.

2 ing fan operation and to open these passages when the fan is not operating.

Further, it is an object of the present invention to provide an improved mechanism for selectively controlling the wheel-driven fan and the dampers of a railroad car and which incorporates a single operating arm movable to predetermined positions to achieve the desired operation.

Another object of the present invention is to provide an improved ventilation control mechanism for a railroad car which is readily accessible from the ground and which provides complete control of ventilation.

Still another object of the present invention is to provide an improved mechanism selectively to engage a take-off wheel against the surface of a car-supporting wheel.

My invention further resides in features of 'construction, combination, and arrangement whereby an improved ventilator which is simple in construction and reliable in operation is achieved and which does not interfere with other portions of the car structure. y y

The novel features which I believe to be characteristic of my invention are set forth with particularity in the appended claims. My invention, itself, however, both as to its organization and method of operation, together with further objects and advantages thereof, may best be understood by reference to the following description taken in connection with the accompanying drawing in which: y

Figure 1 is an end elevational view of a refrigerated freight car incorporating the features of the present invention and with parts broken away to show more clearly the construction thereof;

Figure 2 is a fragmentary side elevational view of the car of Figure 1 with portions in cross section to show more clearly the construction thereof;

Figure 3 is a fragmentary cross sectional View through the axis IIL-III, Figure l, with parts in elevation; and

Figure l is a fragmentary isometric view showing the Ventilating control structure of the present invention.

As shown in Figures 1 and 2, the refrigerated railroad car comprises a body B supported by trucks T. The trucks T include carriage portions I4 which are swingable relative to the center beam |08 on body portion B. Each truck includes a plurality of axles I2 and a plurality of rail-engaging wheels I0. The wheels are of conventional flanged construction having tapered rail engaging surfaces with outwardly extending The car body B rests on the carriage I6 which is supported by the center beam |98 which rests on the truck T.

The body B is divided by baffle 38, Figure 2,

into a freight or load carrying chamber 22 and a coolant chamber 28. A door 24 provides access to the latter chamber.

An ice-supporting grate 28 is positioned at the lower part of the coolant chamber 28 and is in mating engagement with the vert-ical inner walls 28 and 38. These walls are of perforated material and act to retain the ice 32 in spaced re lationship with the end of the body B and the baille 38, thereby preventing obstruction of cooling air flow by the ice itself. A swingably supported grate 34 is mounted intermediate the length of wall 38 and swings downwardly to engage the stop 38 when it is desired to provide ice only in the upper half of the coolant chamber 28. The baille 38 deines an opening 48 at its lower portion to permit air ow from the coolant chamber 28 to the freight chamber 22. At its upper portion, the bale 38 receives the dampers 42. Each of the dampers blocks oi or closes the corresponding opening 43 provided in baille 38. As shown best in Figures 2 and 3, a housing 45 is mounted over the centrally disposed opening 45 in the upper portion of bale 39. This housing defines an air passage in which the fan assembly 48 is disposed and terminates in the louvers 44.

Louvers 58 extend across wall 2B in the region opposite housing 46.

The fan assembly 48 operates when rotated to draw air from the freight chamber 22 through the opening 48 in baille 38 into the coolant cham ber 28. The air then travels in the direction generally indicated by arrows 52 over the ice 32. thereby being cooled. The air then iiows through the louvers 58 and 44 into the freight chamber 22.

As best shown in Figure 1, the dampers 42 are attached to a common shaft 54 which, in turn, is supported from the wall 38 by brackets 55. The vertically extending damper pull rod 58 is attached to the dampers by the crank arm 89 which acts to swing the dampers to the open position when the pull rod 58 is shifted downwardly. As shown best in Figure l, a sleeve 6I extends through the floor I8 to receive the damper pull rod 58. The damper pull rod 58 is biased in the upward direction by the compression spring 82 which bottoms at its lower end against the washer 64 and at its upper end against the washer 66. The latter washer is held against axial shifting movements along the pull rod 58 by the cotter pin 68.

Inasmuch as the spring 82 biases the pull rod 58 in the upward direction, the dampers 42 are normally closed.

As best shown in Figure 3, the fan assembly 48 includes a bearing housing i8 which is in threaded engagement with the support sleeve 72, as shown at i4. The support sleeve 'I2 has flange portions which are supported from the baffle 38 by the bolts or other suitable devices. The fan assembly 48 includes a fan blade portion 'I2 supported by a shaft 'i8 which, in turn, is held by bearings 88. These bearings are received in the housing 'I8 and are iixedly supported thereby. The bevel gear 82 is also supported on the shaft 78 at a point intermediate the bearings 88.

The bevel gear 84 is mounted for rotation about a vertical axis and is in mating engagement with the gevel gear 82, being held in that position by the bearing 88 which is received in the support sleeve l2.

The bevel gear 84 is attached to the flexible shaft 98 which is received in the flexible tubular housing 88. As best shown in Figure lL this housing extends downwardly through the floor |3 of the car B to the carriage 92.

The carriage 92 supports a bearing 94, Figure 4, which receives the shaft 98. The rubbertired take-ofi wheel 9| is mounted on the shaft 98 in the region the latter extends beyond bearing 94. Hence, as the take-ofi wheel 9| is rotated, the fan 'I6 is likewise rotated.

The carriage 92 is supported from the hinge butt |84, Figure 4, by the end member 93. The latter member extends upwardly from carriage 92 and is provided with an overhanging lip which encircles the pin |88 to define a swingable support. A horizontal rod 96 is received in opening 82 in the end wall 93. The carriage 92 is biased to a predetermined position relative to rod 96 by the compression spring |88 which bottoms at one end against the washer 98 and at the other end against the wall 93. This spring serves to maintain pressure of the wheel 9| against the car wheel I8 to provide a snug driving engagement. K

As best seen in Figures 2 and 4, the carriage 92 is of channel-shaped cross section an'd has side sections which cooperate with an under section 91 to define a solid and rigid body.

The rod 96 is xedly attached to the bracket |84 which, in turn, is swingably supported from the center beam |88 by pin |88, Figure 1.

The rod 96 and the limit of motion of the carriage 92 are so xed relative to one of the wheels I8 that when the carriage 92 is in the free or released position, the wheel 9| rides against the surface of the support wheel I8.

It is the function of the operating mechanism shown generally at IIU selectively to control the fan 48 and the dampers 42. This mechanism comprises a U-shaped bar swingably supported from the plate I'| which is welded or otherwise attached to the under carriage I8 of car body B.' The mechanism I|8 is supported by the pin IIGVV which is received in the arm portion H2 thereof'.l The mechanism I|8 further includes a horizontally extending operating handle portion H4.

A locking pin |24 is received in suitable openings in the opposite leg portions of the U-shaped control mechanism |I8 and may be received in either of the indexing openings II 8, |28, or |22 in accord with the position of the operating mechanism II8. A compression spring |28 sur rounds the pin 24 and bottoms against the washer |28 to urge the locking pin I 24 toward thej indexing openings. The washer |28 is held against axial movement relative to the pin |24v by a cotter pin or similar device (not shown).

An adjusting knob I 38 is supported on the end of a pin |24 to enable the bias of spring |26 to be overcome to retract pin |24 from the indexing openings and permit the operating handle I|4 to be swung to shift the position of the mechanism to align the locking pin |24 with a selected indexing opening.

A lengthy horizontal pin |34 is fixedly attached l to the arm II2 at a point intermediate the pin ||6 and the locking pin |24 to define a lost motion connection between arm ||2 and arm |38.` The arm |32 is pivotally supported by a pin |34' and, in addition, is pivotally attached to one of' theA side portions 95 of the carriage 92 by pina the operating mechanism I I is vertically disposed, as shown in the solid lines of Figure 1, the carriage 92 is released and the take-oil wheel 9| rides against support wheel Ill to drive the fan 48. However, when the operating mechanism I I0 is swung to the position corresponding .to the indexing openings |20 and |22, the carriage 92 isY shifted against the bias of spring |00 and tilted upwardly, as shown in the dotted lines in Figure 1, to move the take-off wheel 9| to a spaced position relative to the support wheel I 0, thereby discontinuing the fan drive.

A U-,shaped stationary bracket |40 is supported from the pin I I0 and at its outer portion supports the pin |38. The latter pin pivotally supports the damper operating lever |36 which is pivotally attached to the forked end portion |42 of the damper pull rod 58 by the pin |44. The damper operating lever |36 extends a distance beyond the pin |38 suincient to engage the lengthy pin |34 as the control mechanism IID is swung beyond the position corresponding to indexing opening |20, thereby causing the lever |36 to be swung to shift rod 5B against the bias of spring 62 when the mechanism III) is swung to a position corresponding to indexing opening I 22.

The take-off wheel 9| is preferably provided with a tire of rubber or similar material having a high coeicient of friction against the surface of the steel support wheel I0. Moreover, this wheel is of relatively small diameter, such as. for example, eight inches, to impart relatively high velocity rotations to the fan 43 as the car travels.

From the foregoing description, it will be evident that the mechanism of the present invention provides a simple unitary structure which may be swung to any one of three positions and thereby controls the operation of the Ventilating system of the car. In one position, that corresponding to indexing opening IIB, Figure 4, the fan 48 is energized and forced air ventilation is provided between the coolant chamber 20 and the freight chamber 22. In the second position, that corresponding to indexing opening |20, the wheel 9| is swung free of the car wheel to receive the drive elements of precooling mechanism. In addition, the dampers 42 remain in the closed position. Finally, in the position corresponding to indexing opening |22, where the arm ||2 is swung beyond the position corresponding to indexing opening |20, no mechanical energy is applied to fan 48 but the shutters 42 are swung to the open position. In this case, free air ow takes place between the coolant chamber 20 and the freight chamber 22.

Moreover, it will be apparent that the apparatus of the present invention provides a readily accessible operating handle II4 disposed on one side of the car where it may be reached from the ground. This handle is locked in position but may be conveniently released for purposes of adjustment. It is thus possible to adjust the Ventilating system of the car in a simple and convenient manner.

In the appended claims I have used the term operating rod to refer to the rod 58 which operates the dampers in accord with its position. I have also used the Words control arm to refer to arm I I2 which is swingably attached to the car body. The words operating lever refer to the lever I 36, Figure 4, which is pivotally attached to the car body and the operating rod 58.

While I have shown a particular embodiment of my invention, it will, of course, be understood that .I do not wish to be limited thereto since many modifications .both in the parts themselves and `their cooperative structure may be made without departing from `the spirit and scope of my invention. I, ,of course, contemplate by the appended Aclaims to-cover any such modifications as fall within .the true spirit and scope of my invention.

What is claimed is:

1. A mechanism for selectively engaging a takeofr" wheel against the surface of a car wheel supporting a car body comprising a rod supported in iixed horizontal position by the car body, a carriage supporting said take-oil wheel and having an opening to receive said rod, spring means biasing said carriage relative to said rod to engage said take-oi wheel and said car Wheel, a control arm swingably supported from Said car body for movements about va horizontal axis, and an arm pivotally attached to said carriage and pivotally attached to said control arm to overcome the -bias of said spring means and move said take-off wheel to a spaced position relative to said car wheel.

2. A mechanism for selectively engaging a takeoff wheel against the surface of a car wheel supporting a car body and to move an operating rod relative to said body, said mechanism comprising a movable carriage supporting said takeo wheel, means biasing said carriage to align said take-oir wheel and said car wheel for drivmg engagements, a control arm swingably attached to said car body and operative to engage said operating rod when swung beyond a predetermined position, and means interconnecting said control arm and said carriage to overcome the bias of said iirst means at a position short of said predetermined position to move said takeoil wheel to a spaced position relative to said car wheel prior to engagement of said operating rod and said control arm.

3. A mechanism for selectively engaging a take-off wheel against the surface of a car wheel supporting a car body and to move an operating rod relative to said body, said mechanism comprising a movable carriage supporting said takeoi wheel, means biasing said carriage to align said take-oil` wheel relative to said car wheel for driving engagement therewith, an operating lever pivotally attached to said car body and said operating rod, a control arm swingably attached to said oar body and operative to engage said operating lever to swing said operating lever relative to said body when said control arm is in predetermined position, a link arm pivotally attached to said control arm and to said carriage and operative to move said take-off wheel Fto a spaced position relative to said car wheel when said control arm is moved to a position short of said predetermined position.

4. A mechanism for selectively engaging a take-01T wheel against the surface of a car wheel supporting a, car body and to swing an operating lever relative to said body, said mechanism comprising a Vmovable carriage supporting said takeoff wheel, means biasing said carriage to align said take-olf wheel relative to said car wheel for driving engagements therewith, a control arm swingably attached to said car body for movements about a horizontal axis, a locking pin shiftably supported from said control arm, said car body having indexing openings to receive said locking pin to hold said control arm in predetermined positions, said control arm having a portion operative to engage said operating lever when said control arm is swung beyond one of said positions to swing said operating lever relatively to said body, and a link arm attached to said control arm and to said carriage and operative to move said take-01T Wheel to a spaced position relative to said car Wheel when said control arm is in said one position or beyond said one position.

5. In a car construction of the type wherein a car body dening a load-carrying chamber and a coolant chamber is supported by wheels, a fan mounted between said chambers and operative when rotated to force air circulation between said chambers, a normally closed damper mounted between said chambers and operative in the open position to dene a passage for convection air circulation between said chambers. a damper operating lever atached to said car and operative when swung to predetermined position to open said damper, a carriage movably supported from the car, a take-off wheel on the carriage for selective driving engagement with one of said first wheels, a control arm swingably supported from said car body and lockable in any one of three successive positions, latch means to hold the control arm in any one of said three positions and an arm pivotally attached to said carriage and pivotally attached to said control arm and operative to position said carriage to engage said take-off Wheel with said one wheel when said control arm is in one of said positions and to move said carriage to disengage said takeoff wheel and said one wheel when said control arm is in the others of said positions, said control arm having a portion operative to engage said damper operating lever when in one of said other positions to open said damper.

6. In a car construction of the type wherein a car body defining a load carrying chamber and a coolant chamber is supported by Wheels, a fan mounted between said chambers and operable when rotated to force air circulation between said chambers, a damper mounted between said chambers and movable to a closed position and to an open position in which it denes a passage for convection air circulation between the chambers, a take ofi wheel, a driving connection between the take oi wheel and the fan to rotate the fan when the take off wheel is driven, a support movably carried by the car body and carrying the take off wheel for movement into and out of driving engagement with one of the first mentioned wheels, a damper operating rod connected to the damper to shift the damper between open and closed positions as the operating rod is moved,` a control arm pivotally mounted on the car body, a connection between the control arm and the support so that when the control arm is in one position the take off wheel will engage said one wheel and when the control arm is moved to a second position the take oif Wheel will be disengaged from said one Wheel, the control arm being movable to a, third position beyond the second position, and means engaged and operated by the control arm when it is moved to the third position and connected to the operating rod to shift the damper to its open position.

'7. In a car construction of the type wherein a car body defining a load carrying chamber and a coolant chamber is supported -by wheels, a fan mounted between said chambers and operable when rotated to force air circulation between said chambers, a damper mounted between said chambers and movable to a closed position and to an open position in which it denes a passage for convection air circulation between the chambers, a take off wheel, a, driving connection between the take off wheel and the fan to rotate the fan when the take off wheel is driven, a support movably carried by the car body and carrying the take off wheel for movement into and out of driving engagement with one of the rst mentioned wheels, a damper operating rod connected to the damper to shift the damper between open and closed positions as the operating rod is moved, a control arm pivotally mounted on the car body, a connection between the control arm and the support so that when the control arm is in one position the take ofi Wheel will engage said one wheel and when the control arm is moved to a second position the take oi wheel will be disengaged from said one wheel, the control arm being movable to a third position beyond the second position, and means engaged and operated by the control arm when it is moved to the third position and connected to the operating rod to shift the damper to its open position, and cooperating latch parts on the control arm and the car body to hold the arm in any one of said three positions.

HENRY D. BREEN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,203,108 Schwebs June 4, 1940 2,260,633 Moerman Oct. 28, 1941 2,314,463 Schwebs Mar. 23, 1943 2,349,315 Van Dorn May 23, 1944 2,417,561 Moorman et al. Mar. 18, 1947 

